Multiple-regulation heating system.



a annn'rs annn'pi.

Patented Mar. 21, 1911.

APPLIOATION FILED JUIE 'l, 1909.

B H GOLD MULTIPLE REGULATION HEATING SYSTEM.

E. H. GOLD.

MULTIPLE REGULATION HEAITING SYSTEM.

APPLICATION FILED JUNE 7, 1909.

Patented Mar.21,1911.

3 SHEETS-SHEET 2.

E. H. GOLD. MULTIPLE REGULATION HEATING 'sxs'rnm.

APPLIOATIOH FILED JUNE 7, 1909. I

Patented Mar. 21, 1911,

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Specification of Letters Patent.

MULTIPLE-REGULATION HEATING SYSTEM.

Patented Mar. 21, 1911.

Application filed June 7, 1909. Serial Ito/500,480.

' which are so constructed or which are used under such conditions thatit .is desirable that there should be an arbitrary regulation, ofconsiderable range, of the amount of radiating surface under steam atany one time, in addition to the automatic regulation of the supply ofsteam to the radiating coils to maintain a uniform pressure in the coilsin use. It is especially desirable to employ a heating system of thischaracter in steel passenger cars and particularly in cars of thisconstruction which have 'to'make long trips through open and sunnycountry conductor of heat.

or'through territory where, for any reason, there is a very considerablechange in temperature between day and night. In cars of steelconstruction, the temperature inside the cars responds very quickly tochanges in outside temperature, this being due, of course, to the'factthat steel is a very good The result is that the amount ofvariation in heat imparted by an automatically cont-rolled system ofheating may not be adequate, under some conditlons, 1n cars of thisconstruction, to meet the requlrements and to mamtam at all timesthedesired temperature in the car.

Thus, in mild weather, the sunny. side of such a car is apt to beextremely warm because of the freedom with which the heat of the sun,striking the metal side iof the car, is conducted to the interior of tiecar,

while the opposite side of the car in the sha'de may be suliicientlycool, for similar reasons, to make it desirable to have some slightartificial heat on that side. ()n the other hand, in very cold weatherthe free 'radiation of heat from the interior of the car through themetal sides of the car may result in such a rapid cooling of the carthat a radiating surface in the heating system which would ordinarily besuflioient to comfortably heat the car when the system is supplied withsteam at atmospheric or low pressure would be inadequate to keep the carcomfortably warm.

The object of the invention is to provide a a suitable heating systemfor cars of this description and, generally speaking, to provide aheatin system for any cars in which the amount of radiating surfaceunder steam may be widely and exactly varied, the automatic regulationof supply being maintained for whatever radiating surface is used; andto accomplish this result by apparatus whichis simple and does notinvolve undue multiplication of valves and controllers, whereby heatingapparatus is provided which will be relatively inexpensive to installand maintain and will easily comprehensible, as to its operation, to theattendant'having charge of the same. I

lVhile the arrangement of coils, valves and controllers forming thesubject-matter of this invention might be employed in various differentheating systems, the arrangement is'of particular advantage when forminga part of an atmospheric pressure or vapor system of heating in which auniform pressure is maintained in the radi.a tors, regardless of changesin pressure in the train pipe and regardless of changes in the weather.In such a system there is no strong steam pressure to force the steaminto the empty pipes and to drive out cold air and water ofcondensation, and consequently the tendency ofthe low pressure steam tofollow. the path of least resistance is greatly emphasized. Inthisregard it is one of the. objects of my invention to adapt the vaporsystem to the heating of railway cars under the conditionsaforementioned, although-it should be understood that my invention isnot necessarily limited to use in such a system.

The invention has-for further objects such new and improvedconstructions, arrangements and devices in car heating systems as willbe described in this specification and particularly set forth in theclaims appended thereto. 1

The invehtion in a preferred embodiment is illustrated in theaccompanying drawings, wherein- Figure 1 a sectional plan view of a 'carillustrating .an application thereto of my heating system, the heatingeolls, howexplained, that any one or more of the units 5 Eli loo ing inthe direction of the arrows.

ever, being arranged conventionally for the purpose of clearness ofillustration. Fig. 2 is a sectional plan taken through two of thefour-way valves used in the system.

3 is a section on line 3-3 'of Fi 2, 1g. 4 is a sectional view of thevapor re ulatcr; and'Fig. 5 is a transverse section 0 the car showingthe actual arrangement of the radiating coils and certain of theirconnections.

Like characters of reference indicate like parts in the several figuresof the drawings. Referring to the drawings, A represents a railway carof ordinary construction, and B the steam train pipe which runs thelength of the train and is kept filled with steam from the locomotive atrelatively high but varying pressures.

The car is heated by a 'plurality of radiators, or radiator units,shown, for convenience, as two on each side of thewar. These radiatorsare shown in their actual position in Fig. 5; in Fig. 1 they arearranged con- 25 ventionally in horizontal position for the purpose ofincluding in this view all of the instrumentalities employed in theheating stem. On one side of the car' is a radiator il and a radiator D,the former of these consisting, as\ shown, of three pi s, the latter oftwo, so that the amount 0 radiating surface of the two coils stands inthe ratio of three to two, although this part-icu lar ratio is notessential. There are two corresponding coils C, D on the'opposite sideof the car. v

Preferably all the coils on one side of the car are controlled by asingle vapor regulator, the two vapor regulators beingdesignated E, E.Coils C and D are connected together and with thevapor regulator E bymeans of the four-way valves F-and G; coils G and D being similarlyconnected by similar valves F and G. A suitable form-of vapor regulatoris'shown in Fig. 4, althoughany other device for regulating the inflowto the coils in accordance'iwith thermostatic conditions in roximity totheir outlet might .be employe Inasmuch as the 50 radiating pipes on oneside of the car extend through substantially the same space, and receivetheir supply of steam from the same supply circuit, composed of thepipes 41 and 42 having the valves F, G interposed therein and controlledby a single automatic controller 'whichis common to all of the' units'of one set, it will be seen that the pipes on one sideof the citrcenstitute virtual y a single'radiator com os'ed of aplurality of unitsso arrange as hereinafter may be in operation at the same time to heatthe same space. a .I ,jReferringFarticularly to Fig. 4,11 va or, .65regulator is g rmed with a casing 10 divi r y fit .the webs is a valvepiece consisting of. an

' by a partition 11 into high pressure chamber 12 and low pressurechamber 13, which communicate by means of a port 14 closed by a valve 15on a stem 16, connected with' a bell crank 17. A casing forming athermostat chamber 18 contains the thermostat 19 and its operating rod20, the latter being connected with. bell crank 17. As this form ofvapor re ator is well known, I have only referre to such parts as arenecessary fora proper understanding of the present invention. Fig. 4'shows vapor regulator The other vapor regulator E is of identicalconstruction.

The construction and arrangement of one set of four-way valves are shownin Figs?" -2; and 3, These devices comprise each a casing 21 divided bywebs 22, 23 24c, 25 into compartments 26, 27, 28 and 29. Between upperdisk 30, a lower disk 31 and a vertical Web 32 said valve piecehaving astem 33,

provided with a handle 34, a spring 35 being interposed between thebonnet 36 of the valve and the upper disk 30'. The lower disk isperforated at 37 and the bottom of the casing 21 at 38, these twoerforations registering when the web 32 1s turned to the dotted lineosition of Fi 2 and form?" ing a drip out et for the s ortcircuitedradiator. A short i e 89 connects the train. pipeB with the big pressurechamber 12 of the controller; a pipe 40 the low pressure chamber 13 .ofthe controller with compartment 26 of valve F; a pipe 41 compartment 27of valve F with compartment 26 of valve G; a pipe 42 compartment 27 ofvalve G with .thermostat chamber 18 of the controller.

The inlet end 43 of coil 0 leads from compartment-29 of valve F and thereturn end 44 of this coil to compartment 28 of the same valve.-Similarly the inlet end 45 of coil D leads from compartment 29 of valveG and the return end 46 of the coil to compartmen't 28 of this valve. Itwill be understood that the arrangement will be the same on the otherside of the car.

- The operation of the heating system as above described is as follows:Considering the arrangementson. both sides of the car, the car isrovided with four heating coils, two of which are of greater radiatingsurface than the other two. This difi'erence may result either from theuse'of more-pipes in one case than the other or the use of larger pipesor of pipes of'greater length.

"When the ratio between the radiators of eater and of less capacity isthree to two,

it is obvious that, by making different combinations, an arbitraryregulation of. heatjs obtained, whereby either twenty, thirty, I

forty, fifty, sixty, seventy, eighty or one hundred per cent. of themaximum is obtainable, as. may be desired. The, automatic regulationresponds to this arbitrary regu lation, that is, just enough steam issupcoil .C, and valve G will be in its fullline position, so as to admitsteam to coil D which, 111 the assumed case, has twenty per cent. of theentire radiating surface of the system. The steam'flows from train pipeB past valve 15, supposing thisto be open, through compartments 26,- 27of valve F, pipe 41, compartments 26 and 29 of valve G, thence throughcoil D, compartments 28 and 27 of valve G- and then through pipe 42 intocontact with the thermostat 19. The contact of steam with the thermostatexpands the same, closing or partially closing supply valve 15. Thefiowof steam to the thermo stat thereupon ceasing, the thermostat sooncools and contracts, re-opening supply valve 15. Supposing that it isdesired to obtain thirty per 'cent. of the maximum heat obta-inable fromthe system, the position of valves F and G will be reversed; If fortyper cent. is needed, co'il D will be at in service in. conjunction withcoil D on the opposite side of the car, the use of the latter bringinginto operation thermostat E and valves F 'and G. To run the system atfifty per cent..of its full capacity, valves F and G will bein theirfull line positions and in this case, it will be observed, coils C and Dare connected up in series, so that steam is obliged to pass throughcoil C before it can reach coil D and through both of them before itcomes into contact with the thermostat. By this arrangement, the shortcircuitingof: any coil is prevented. If the coils were arranged, forexample, so that both are fed independently from a common" source, thesteam would naturally follow the course of least resistance, that is, go

through the shorter coil or the hotter coil, and so interfere with theaccuracy of regu lation of the system. This is especially important whenlow or atmospheric pressure steam is used. The system will operate atsixty per cent. capacity with coils C, C in service and the others outout; at seventy per cent. with coil C and coils D, D in serv ice; and ateighty per cent. with all but one 01": the shorter coils receivingsteam.

It will be seen that I provide in a system in which the regulation ofthe steam is primarily automatic an arbitrary regulation of veryconsiderable range and flexibility, and accomplish this desirable resultby apparatus which is comparatively simple, involvingthe duplication ofbut a few parts, with only the usual number of automatic regulators, andeasily comprehended in its operation by the attendant having charge' ofthe same.

While I have shown an arrangement of two coils on each side of the car,it is obvious that a greater number of coils might be employed, althoughin practice a sufiicient =range. of regulation may be obtained byapplication the arrangement per se of two heating coils in parallelconnected by fourway valves, so thateither or both coils may be suppliedwith steam, as desired, nor the serial connection between the coils whenboth are in service, as that arrangement is broadly claimed in mycO-pending application Serial No. 500,477 tiled June 7, 1909, thisapplication being limited to the employment of radiators consisting ofradiating unitsyhaving different heating capacities, substantially asdescribed. V

.1. The combination with a railway car, of a radiator arranged at oneside of the car and consisting of a plurality of units of differentradiating surfaces, a supply circuit common to all of said units, asource of supply of heating medium with which said supply circuitcommunicates, means arranged to be actuated by the heating medium in thesupply circuit to automatically control the supply of the heating mediumto said supply circuit, and a plurality of four-way valves arranged inseries in said supply circuit, each ofsaid units communicating at itsfour-way valves, whereby heatingmedium may be supplied at will to anyone of-said units or may be caused to flow serially through any two ormore of said units, the opposite side of the cai being provided with asimilar arrangement whereby the temperature of the car and of thedifierent sides thereof may be controlled and varied at will. 2. Thecombination with a railway our comprising an apartment, of a train pipecarrying a supply of steam at high but va-" riable pressures, a radiatorin said apartment consisting of a plurality of radiating units, saidradiating units having'difi'erent amounts of radiating surface, a commoncontroller for said units which is adapted to maintainsteam in saidradiator at a definite pressure, whether all or less than all of saidunits are under steam; and means for vary mg the amountof heat deliveredto the supply and return ends with one of said 0 .pelled to pass throughsuch several units in series;

3. The combination with a railway car, of a train'pipe carrying steam athigh but Variable pressure, a radiator on each side of said car andextending through the same compartment thereof comprising in each casetwo radiating coils,-the difierent coils of each radiator havingdifferent capacities, of a supplypipe leading from the train pipe toeach radiatorydischarge pipes leading from said radiators having freedischarge to the atmosphere; a four-way valve associated with each ofsaid radiatin coils, the fourway valve of one of said coils of each,radiator being adapted either to put into commuthermostatic meansnication with each other the supply pipe of sense;

said radiator and the inlet end of'saidicoil, and the outlet end of saidcoil and four-way valve of the other coil of said'radiator, and at thesame time to close direct communication between said supply pipe and thefourway valve of the said other coil; or to' close the inlet and outletends of its said coil and open direct communication between the supp ipipe and the four-way valve of said ot est-coil; the other f our-wayvalve hein adapted either toput the inlet end of its 001. intocommunication with said first mentioned four-way valve and the outletend into communication with the discharge pipe of said radiator, closingdirect communication between the first mentioned four-wa valve and thedischarge ipe; or, to close t e'inlet and outlet ends 0] its saidcoil'and to open communication between the first mentioned four-wayvalve and said discharge pipe; and operated in accordance with thethermostaticcondition of the medium insaid discharge pipe forcontrolling the flow of steam from said train-pipe to such of said coilsas are l with steam;

: EGBE T H. GOLD.

itnesses:

P. TRUMAN, H. L. Peon.

\ copies of thii patcntmly be obtained or the cents.

each, by addressing the Commissioner otlstents Washingtomfll. G,"

